KR102440540B1 - Method of Hybrid Starter and Generator for Improving Fuel Efficiency and Echo Vehicle Thereof - Google Patents

Abstract

In the hybrid starter generator control method applied to the environmental vehicle of the present invention, the engine RPM is converted to the regenerative torque output of the HSG 3 for about 1 second at the start time of the engine idle by the controller 10, and the battery 7 ), and the late regenerative torque output control to keep the battery 7 charged by converting the engine RPM to the regenerative torque output of the HSG (3) for about 5 seconds after 1 second. HSG torque-output limit control divided into regenerative mode, HSG drive mode followed by output limit of HSG (3) after torque limit of HSG (3) is performed, so that friction after starting engine idling in regenerative torque output control of HSG (3) The engine energy, which was wasted as a loss, is used to charge the battery 7 to obtain an additional fuel efficiency improvement effect.

Description

Method of Hybrid Starter and Generator for Improving Fuel Efficiency and Echo Vehicle Thereof

The present invention relates to a hybrid starter generator, and more particularly, to a hybrid starter generator control method and an environmental vehicle, in which the fuel efficiency improvement rate is further increased by reducing engine energy consumed by friction loss.

In general, regulatory regulations on environmental vehicles such as Hybrid Electronic Vehicles (HEVs) including Plug-in Hybrid Electronic Vehicles (PHEVs) include motor regulation laws on driving motors that generate driving power together with engines. .

The motor regulation law includes a net shaft output law that stipulates the maximum motor output.

Therefore, the Hybrid Starter & Generator (HSG), which is applied to HEVs and rotates with the engine separately from the driving motor, is also controlled so that the maximum output is limited under the influence of motor regulation laws. Here, the HSG implements high-voltage battery charging during engine start and driving, and control of power generation according to engine or motor load.

Hereinafter, MTPA is an English abbreviation of “Maximum Torque PerAmpere,” meaning maximum torque per unit current, and is expressed as an MTPA curve and applied to field weakening or flux weakening. The field-weakening control is a method of increasing the torque by increasing the armature current by reducing the counter-electromotive force due to the weakening of the field magnetic flux in the counter-EMF increase according to the speed increase and the torque decrease according to the decrease in the armature current after reaching the allowable terminal voltage of the motor.

Specifically, the HSG control implemented in the HEV limits the MTPA area to constant torque, while limiting the MTPA area to constant power after the MTPA area, so that the maximum output limit of the HSG is implemented as a torque and power limitation. At this time, the maximum output limit is made within 2% of the HSG specification due to the influence of the net shaft output law.

As described above, the method of simultaneously limiting the torque and the output of the HSG is referred to as a torque-output limiting method, and a motor control unit for controlling the driving motor is performed in connection with a vehicle controller (hybrid control unit). The actual logic of the torque-output limiting method is divided into an HSG driving mode and an HSG regenerative mode.

For example, among the torque-output limiting methods, the HSG driving mode limits the torque up to about 2,100 rpm after starting the engine, and then switches to the output limit. On the other hand, in the HSG regenerative mode among the torque-output limiting methods, the zero torque control state is maintained after the engine is started. This method is performed, and it is performed for about 5 seconds.

Therefore, in the torque-output limiting method, the engine energy that is reduced before the engine stop by the HSG is reached can be used for fuel efficiency improvement.

Japanese Patent Application Publication 2014-101048 (2014.06.05)

However, the torque-output limiting method is a method in which engine characteristics are not reflected as much as possible when implementing the HSG regenerative mode.

For example, the engine RPM proceeds from high RPM at the time of engine idling to 0 RPM at the time of engine stop following the low RPM reached at the time of engine stop. control the regenerative torque output of As a result, the HSG is gradually increased in a state in which the initial regenerative torque output is limited, then maintained constant and then decreased, and battery charging is made with engine energy excluding the limited initial regenerative torque output.

Therefore, reducing the friction loss of engine energy in the engine characteristic that repeats operation and stop makes it possible to further improve fuel efficiency, but the current torque-output limiting method restricts the initial regenerative torque output, making it impossible to further improve fuel efficiency.

Accordingly, the present invention in consideration of the above points is that the HSG regenerative torque output from engine operation to engine idling followed by engine stop is regenerative torque output applying engine RPM at the start of engine idling, and late regenerative applying engine RPM until engine stop after engine idling. By dividing by torque output, additional fuel efficiency is improved by using engine energy that was wasted due to friction loss after starting engine idling. An object of the present invention is to provide a hybrid starter generator control method that does not lead to deterioration and an environmental vehicle.

The hybrid starter generator control method of the present invention for achieving the above object includes the steps of dividing the engine RPM into an HSG driving mode and an HSG regenerative mode by detecting the engine RPM in a zero torque control state of the HSG by a controller after the engine is started, Counting the timer initialized at the time of detection of engine idle in the HSG regenerative mode entry, rotating the HSG using an HSG mapping electric maximum torque smaller than the maximum torque of the HSG as a regenerative torque output, rotation of the HSG maintaining the regenerative torque output control for the initial set time to charge the battery, and after the initial set time has elapsed, the HSG mapping late maximum torque that is smaller than the maximum torque of the HSG is used as the late regenerative torque output. is rotated, the late regenerative torque output control by the rotation of the HSG is maintained for the later set time to charge the battery, and the output is limited after the engine RPM where the torque is limited when entering the HSG driving mode It is characterized in that it is carried out in stages.

In a preferred embodiment, the regenerative torque output is determined by comparing the HSG mapping electrical maximum torque with the HCU demand torque of the HCU that controls the power generation load of the HSG, the HSG mapping electrical maximum torque being greater than the HCU demand torque When the regenerative torque output is determined by using the MCU required torque of the MCU for controlling the driving motor as the HCU required torque, when the HSG mapping electric maximum torque is less than the HCU required torque, the MCU request of the MCU controlling the driving motor It is divided into a step in which the regenerative torque output is determined by using the torque as the electric maximum torque of the HSG mapping. The maximum torque after the HSG mapping is calculated as an HSG torque-speed diagram from the current speed of the HSG and mapped to the late regenerative torque map.

In a preferred embodiment, the late regenerative torque output is determined by comparing the HSG mapping late maximum torque with the HCU demand torque of the HCU that controls the generation load of the HSG, wherein the HSG mapping later maximum torque is greater than the HCU demand torque The step of determining the late regenerative torque output by using the MCU required torque of the MCU for controlling the driving motor as the HCU demand torque when it is large It is divided into a step in which the output of the late regenerative torque is determined by using the MCU required torque as the HSG mapping electrical maximum torque.

And in the environmental vehicle of the present invention for achieving the above object, the engine RPM is converted to the regenerative torque output of HSG during the initial set time at the start of engine idle to charge the battery and the regenerative torque output control and the initial set time HSG regenerative mode, which is continuous with late regenerative torque output control that maintains charging of the battery by converting engine RPM to the regenerative torque output of the HSG for the subsequent late set time, and HSG driving mode that leads to output limit after torque limit a controller to which the differentiated HSG torque-output limit control is performed; It is characterized in that it includes; an HSG connected to the engine and controlled by the controller to limit torque-output.

As a preferred embodiment, the controller includes an electric regenerative torque map in which the maximum torque smaller than the specified maximum torque of the HSG is mapped to the HSG mapping electric maximum torque in the HSG torque-speed diagram and the HSG mapping later mapped to the maximum torque (T_map5) A regenerative torque map is provided, wherein the electric regenerative torque map charges the battery with the HSG mapping electric maximum torque for 1 second when the engine is turned off after engine idling, and the late regenerative torque map is the HSG mapping late maximum torque for the battery Charges from 1 second to 5 seconds.

In a preferred embodiment, the controller is an MCU that controls a driving motor that is connected and disconnected from the engine and the clutch, and the MCU is linked with an HCU that controls the power generation load of the HSG.

The environmental vehicle of the present invention implements the HSG torque-output limiting method as an HSG regenerative mode divided into the regenerative torque output divided into two stages, the first and the latter, along with the HSG driving mode in which the output is limited after the torque is limited. The same advantages and effects are realized.

First, since the regenerative torque output responsible for electricity is made in the initial state of idle with a relatively high RPM, engine energy that was wasted as friction loss is used to charge the battery, and additional fuel economy is improved as much as the battery is charged. Second, the range of regenerative torque output can be extended from about 2,000 RPM to about 4,000 RPM by using the high RPM of the initial idle, which corresponds to the limited initial regenerative torque output. Third, since the HSG torque generated at about 4,000RPM is less than the maximum torque that is smaller than the maximum current, it does not cause deterioration in electrical performance and durability due to exceeding the HSG specification. Fourth, continuous use is possible as the regenerative torque output responsible for electricity is briefly applied within about 1 second in the initial state of idling with a relatively high RPM during engine idling leading to engine stop after engine operation. Fifth, among the regenerative torque output of about 5 seconds, after the regenerative torque output responsible for about 1 second of electricity, the late regenerative torque output of 4 seconds continues, so that it is possible to secure more efficient fuel efficiency and secure HSG durability. Sixth, the HSG regenerative torque output is made based on the HSG control map divided into the front and rear, so that it is possible to improve performance with additional fuel efficiency without cost increase due to the addition of H/W (hardware) in existing environment vehicles.

1 is a flowchart of a method for controlling a hybrid starter generator for improving fuel efficiency according to the present invention, FIG. 2 is an example of an environmental vehicle in which additional fuel efficiency is improved by controlling a hybrid starter generator according to the present invention, and FIG. The environmental vehicle is a state controlled by the regenerative torque output responsible for electricity in the HSG regenerative mode divided into two stages of the electric and the latter stage of the hybrid starter generator control, and FIG. 4 is the electric vehicle of the hybrid starter generator control according to the present invention It is a state controlled by the regenerative torque output responsible for the latter part of the HSG regenerative mode divided into two stages, and FIG. 5 is an example of the HSG regenerative mode implementation effect brought by the regenerative torque output divided into the front and rear stages according to the present invention. , Figure 6 is an example of the HSG drive mode diagram of the hybrid starter generator control of the environmental vehicle according to the present invention.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying illustrative drawings, and since such an embodiment may be implemented in various different forms by those of ordinary skill in the art to which the present invention pertains, it will be described herein It is not limited to the embodiment.

Referring to FIG. 1 , the HSG control method applies the torque-output limiting method of HSG divided into the HSG driving mode and the HSG regenerative mode, but the HSG regenerative mode is divided into two stages, the former and the latter, and the regeneration responsible for electricity It is characterized in that it is performed for about 5 seconds in such a way that the regenerative torque output responsible for the latter stage is performed after the torque output. Here, the regenerative torque output responsible for electricity is regenerative torque output, and the regenerative torque output responsible for the latter period is defined as the late regenerative torque output. As a result, the torque-output limiting method of HSG satisfies the specification range with less than the maximum torque that is smaller than the maximum current for HSG, and the friction loss of engine energy can be reduced with the output potential raised to about 4,000 rpm. can be done

Referring to FIG. 2 , the environmental vehicle 1 includes an engine 2, a Hybrid Starter & Generator (HSG) 3, a driving motor 5, a clutch 6, a battery 7, an integrated inverter 8, It includes a power transmission unit 9, a motor control unit (MCU) 10, a hybrid control unit (HCU) 20 and an HSG regenerative torque map.

Specifically, the engine 2 and the driving motor 5 are power sources of the environment vehicle 1 . The engine 2 is an internal combustion engine, and the power of the engine 2 is transmitted to the driving motor 5 via the clutch 6 . The HSG (3) implements the charging of the battery (7) and control of the amount of power generation according to the load of the engine (2) or the driving motor (5) during starting and driving of the engine (2). The driving motor 5 is an electric motor driven by a battery 7 , and transmits power to the power transmission device 9 . The clutch 6 connects and disconnects the engine 2 and the drive motor 5 . The battery 7 is a high voltage battery and is connected to the integrated inverter 8 to supply current to the driving motor 5 and to charge the SOC (State Of Charge) to the HSG 3 . The power transmission device 9 transmits the output of the driving motor 5 to the wheels.

Specifically, the MCU 10 and the HCU 20 are controllers for controlling the environment vehicle 1 , and the MCU 10 controls the HSG 3 and the driving motor 5 , and the HCU 20 . is a higher level controller that controls and manages the HSG 3 and the battery 7 in connection with the MCU 10 , and may be a Vehicle Control Unit (VCU).

Specifically, the HSG regenerative torque map is divided into a driving torque map of the MCU 10 , an electric regenerative torque map 10-1, and a late regenerative torque map 10-2. The driving torque map is applied to the HSG driving mode, and the electric regenerative torque map 10-1 is applied for less than 1 second from the start of the regenerative torque during the regenerative torque time of about 5 seconds, and the late regenerative torque map 10-2 ) is applied from 1 second or more of the regenerative torque time of about 5 seconds to 5 seconds, the regenerative torque end time.

Hereinafter, fuel efficiency improvement through the HSG control method of FIG. 1 will be described in detail with reference to FIGS. 3 to 6 as HSG torque-output limit control. In this case, the control subject is described as a controller as an MCU 10 connected with the HCU 20 and equipped with an HSG regenerative torque map. The control object is the HSG 3 associated with the engine 2 and the battery 7 .

When the controller detects the IG-On state S10 in which the engine 2 is started with the HSG 30, it enters the HSG torque-output limit control by performing a timer initialization S20. Here, the timer initialization is set to 0 (zero) as a time count for application of the electric regenerative torque map 10-1 and counted for a time not exceeding 1 second. It can be applied or processed by software. As a result, the controller enters the HSG torque-output limit control.

Next, the controller entering the HSG torque-output limit control divides the HSG driving mode of S100 and the HSG regenerative mode of S40 by determining the HSG driving state (S30). To this end, the controller makes the engine idle (Engine Idle) into the HSG regeneration mode in the zero torque control state of the HSG (3) after starting the engine (2) according to IG-On. Alternatively, the controller may apply the IG-Off detection or the requested torque of the MCU 10 or the HCU 20 . As an example, IG-Off is engine stop, and the required torque is T_mcu as the requested torque of the MCU 10 and T_hcu as the requested torque of the HCU 20. can be conditional.

The HSG regenerative mode of S40 is divided into the electric regenerative torque output control of S60 to S64 and the late regenerative torque output control of S70 to S74 by the controller. In this case, the electric regenerative torque output control is a regenerative torque output control for the regenerative torque output responsible for electricity, and the late regenerative torque output control is a late-stage regenerative torque output control for the regenerative torque output responsible for the latter period, therefore the regenerative torque The output is performed after the regenerative torque output control followed by the late regenerative torque output control.

The regenerative torque output control is divided into an electric regenerative torque output activation step of S60, a required torque determination step of S61, an MCU output torque step of S62 and S63, and a timer count start step of S64.

Referring to FIG. 3 , the MCU 10 acting as a controller uses the electric regenerative torque map 10-1 as map1 (ie, 1 second map) to activate (Wake-up), and the engine among the HSG mapping torques set in map1 After matching the HSG mapping torque of the HSG 3 at the current speed (ie, engine RPM) of (2), the matching value is set to T_map1, and the electric regenerative output torque activation step of S60 is performed. In this case, the T_map1 is defined as the HSG mapping electric maximum torque, and is obtained from the diagram of the torque (Nm)-speed (rpm) of the HSG (3) as the 1-second map maximum torque at the current speed of the HSG (30), and the HSG ( It is defined as a value smaller than the maximum HSG torque provided in the specification of 3).

Next, the MCU 10 receives the HCU demand torque according to the engine RPM change from the HCU 20, and sets the HCU demand torque as T_hcu1 to the HCU demand torque at the current speed of the engine 2 matched with T_map1. After defining, it compares with T_map1 and performs step S61. In this case, the following relational expression is used to determine the comparison between T_hcu1 and T_map1.

map1 maximum torque: T_hcu1 < T_map1, where "<" is an inequality sign indicating the magnitude of the two values, and "T_hcu1 < T_map1" means that the maximum torque of 1 second map at the current speed is greater than the HCU required torque at the current speed.

As a result, when T_map1 is equal to or greater than T_hcu1, the MCU 10 outputs T_map1 as T_hcu1 and T_hcu1 as T_mcu1 which is the output torque of the MCU 10 (S62), and the control of the HSG 3 by the T_mcu1 is The timer count step of S64 is performed so as to be maintained for the set time. On the other hand, when T_hcu1 is equal to or greater than T_map1, the MCU 10 outputs (S63) T_map1 as the output torque of the MCU 10, T_mcu1. Perform a count step. In this case, the timer count of S64 is set to "Timer1 = t1 (sec), and t1 (sec) is set to about 1 second as a set time for activating the electric regenerative output torque. Therefore, the timer count is made up to 1 second. In addition, the t1 (seconds) is defined as an electric setting time.

In particular, the regenerative output torque control uses T_hcu1 or T_mcu1 that is smaller than T_map1, which is the maximum torque of the HSG (3), so that the engine energy absorption for the regenerative torque output of the HSG is made less than the maximum torque smaller than the maximum current, thereby reducing durability or performance. does not cause

Then, the controller enters the late regenerative torque output control of S70 after the timer count is completed. The late regenerative torque output control is divided into a late regenerative torque output activation step in S70, a required torque determination step in S71, an MCU output torque step in S72 and S73, and a timer count start step in S74.

Referring to FIG. 4 , the MCU 10 acting as a controller activates (Wake-up) the late regenerative torque map 10-2 as map5 (ie, a 5-second map), and the engine among the HSG mapping torques set in map5. After matching the HSG mapping torque of the HSG 3 at the current speed (ie, engine RPM) of (2), the matching value is set to T_map5 to perform the step of activating the late regenerative output torque of S60. In this case, the T_map5 is defined as the maximum torque after HSG mapping, and is obtained from the diagram of the torque (Nm)-speed (rpm) of the HSG (3) as the 5-second map maximum torque at the current speed of the HSG (30). It is defined as a value smaller than the maximum HSG torque provided in the specification of 3).

It is defined as the later set maximum torque, and is obtained from the diagram of the torque (Nm)-speed (rpm) of the HSG (3) as the 5-second map maximum torque at the current speed of the HSG (3).

Next, the MCU 10 receives the HCU demand torque according to the engine RPM change from the HCU 20, and defines the HCU demand torque at the current speed of the engine 2 matched with T_map5 by setting the HCU demand torque as T_hcu5. After judging by comparison with T_map5, step S71 is performed. In this case, the following relational expression is used to determine the comparison between T_hcu5 and T_map5.

map5 maximum torque: T_hcu5 < T_map5, where "<" is an inequality sign indicating the magnitude of the two values, and "T_hcu5 < T_map5" means that the maximum torque of the 5-second map at the current speed is greater than the HCU required torque at the current speed.

As a result, when T_map5 is T_hcu5 or more, the MCU 10 sets T_map5 to T_hcu5 and T_hcu5 to T_mcu5 which is the output torque of the MCU 10 and outputs (S72), and the control of the HSG 3 by the T_mcu5 is The timer count step of S74 is performed so that it is maintained for the set time. On the other hand, when T_hcu5 is equal to or greater than T_map1, the MCU 10 outputs T_map5 as T_mcu5 which is the output torque of the MCU 10 (S73), and a timer of S64 so that the control of the HSG 3 by the T_mcu5 is maintained for a set time. Perform a count step. In this case, the timer count of S74 is set to "Timer1 = t5 (seconds), and t1 (seconds) is set to about 5 seconds as a set time for activating the late regenerative output torque. Therefore, the timer count is from 1 second to 5 seconds up to about 4 seconds, and t5 (seconds) is defined as the later setting time.

In particular, the late regenerative output torque control uses T_hcu5 or T_mcu5 smaller than T_map5, which is the maximum torque of the HSG 3, so that the engine energy absorption for the regenerative torque output of the HSG is made less than the maximum torque smaller than the maximum current, thereby reducing durability or performance. does not cause

Referring to the HSG torque-speed diagram of FIG. 5, the additional fuel economy improvement effect obtained by the regenerative torque output control performed for about 1 second in charge of electricity and the late regenerative torque output control performed for about 4 seconds after 1 second in charge of the latter period example can be seen.

As shown, the HSG torque-speed diagram shows a process in which the HSG 3 is controlled to zero torque after the engine 2 is started, and then the engine 2 is in an engine idle state and then the engine is stopped (eng off). . In this engine state, the regenerative torque output control performed for about 1 second applies the regenerative torque from the high speed (ie, high HSG RPM) of the HSG 3 at the time of engine idle, and the subsequent late regenerative torque output control is performed by the engine. By applying the regenerative torque from the low speed of the HSG 3 (ie, low HSG RPM compared to high HSG RPM) to the time of engine stop (eng off) at 1 second following engine idle, from the time of engine idle It can be seen that the engine energy is used until the engine is stopped (eng off). As a result, it can be seen that the regenerative torque output of the HSG (3) is further improved in fuel efficiency by using the engine energy that was wasted due to friction loss after starting the engine idle. In this case, the high speed at the start of the engine idling was measured at the engine speed of about 4,000 RPM through the experiment.

And the HSG driving mode of S100 by the controller is divided into torque limit of S110 and output limit of S120. Referring to the HSG torque-speed diagram of FIG. 6 , the torque limit is the torque limit of the HSG 3 until the engine RPM reaches about 2,100 rpm after starting the engine, and the output limit is the engine RPM is about 2,100 It illustrates that the output limit of the HSG (3) is made after the rpm is reached. Therefore, the HSG driving mode is implemented in the same manner as the conventional conventional method.

Meanwhile, the controller initializes the hybrid starter generator control method for improving fuel efficiency of FIG. 1 when the engine is stopped, and is activated again in the initialized state when the engine is started by IG-On.

As described above, in the method for controlling the hybrid starter generator of the environmental vehicle according to the present embodiment, the engine RPM is the regenerative torque output of the HSG 3 for about 1 second from the start time of the engine idle by the controller 10 . Regenerative torque output control to charge the battery (7) by switching to regenerative torque output control, and late regenerative torque to keep charging of the battery (7) by converting the engine RPM to the regenerative torque output of the HSG (3) from 1 second to about 5 seconds HSG torque-output limit control divided into HSG regenerative mode consisting of output control and HSG driving mode leading to output limit of HSG (3) after torque limit of HSG (3) is performed. As a result, the regenerative torque output control of the HSG (3) uses the engine energy, which was wasted as friction loss after starting the engine idle, for charging the battery (7), thereby obtaining an additional fuel efficiency improvement effect.

1: environmental vehicle 2: engine
3: HSG (Hybrid Starter & Generator)
5: drive motor 6: clutch
7: battery 8: integrated inverter
9: power transmission device
10: MCU (Motor Control Unit)
10-1: Electric regenerative torque map 10-2: Late regenerative torque map
20: HCU (Hybrid Control Unit)

Claims (15)

Torque-output limitation of HSG (Hybrid Starter & Generator) by the controller is divided into HSG driving mode and HSG regenerative mode; The HSG regenerative mode is a regenerative torque output control in which the engine RPM is converted to the regenerative torque output of the HSG for an initial set time at the start of engine idle to charge the battery, and a later set time following the initial set time It is divided into a late regenerative torque output control that converts the engine RPM to the regenerative torque output of the HSG while continuing to charge the battery.
Hybrid starter generator control method, characterized in that.
The method according to claim 1, wherein the initial setting time and the late setting time are 5 seconds or less.
The method according to claim 1, wherein the HSG regenerative mode is the step of detecting the engine RPM as engine idle in the zero torque control state of the HSG after engine operation, and a timer initialized at the detection time of the engine idle is counted. step, rotating the HSG using the HSG mapping electric maximum torque smaller than the maximum torque of the HSG as a regenerative torque output, the regenerative torque output control by the rotation of the HSG is maintained for the initial set time to charge the battery After the initial setting time has elapsed, the HSG mapping late maximum torque that is smaller than the maximum torque of the HSG is used as the late regenerative torque output to rotate the HSG, and the late regenerative torque output control by the rotation of the HSG is the Maintaining for a later set time to charge the battery
Hybrid starter generator control method, characterized in that performed as.
The method according to claim 3, wherein the HSG mapping electric maximum torque is calculated as an HSG torque-speed diagram from the current speed of the HSG and mapped to an electric regenerative torque map.
The method according to claim 3, wherein the initial setting time is less than 1 second.
The method according to claim 3, wherein the regenerative torque output is determined by comparing the HSG mapping electrical maximum torque with the HCU demand torque of an HCU (Hybrid Control Unit) that controls the power generation load of the HSG, and the HSG mapping electrical maximum torque is the The step of determining the regenerative torque output by using the MCU required torque of a motor control unit (MCU) for controlling the driving motor as the HCU required torque when it is greater than the HCU required torque, wherein the HSG mapping electric maximum torque is smaller than the HCU required torque determining the regenerative torque output by using the MCU required torque of the MCU for controlling the driving motor as the HSG mapping electrical maximum torque,
A hybrid starter generator control method, characterized in that it is divided into.
The method according to claim 3, wherein the HSG mapping late maximum torque is calculated as an HSG torque-speed diagram from the current speed of the HSG and mapped to a late regenerative torque map.
The hybrid starter generator control method according to claim 3, wherein the late setting time is from 1 second to 5 seconds.
The method according to claim 3, wherein the late regenerative torque output is determined by comparing the maximum torque after the HSG mapping with the HCU demand torque of a hybrid control unit (HCU) that controls the generation load of the HSG, the maximum torque after the HSG mapping is determining the late regenerative torque output by using an MCU demanded torque of a motor control unit (MCU) for controlling a driving motor as the HCU demanded torque when it is greater than the HCU demanded torque, wherein the HSG mapping later maximum torque is the HCU demanded torque determining the late regenerative torque output by using the MCU required torque of an MCU (Motor Control Unit) for controlling the driving motor as the HSG mapping electric maximum torque when it is less than;
A hybrid starter generator control method, characterized in that it is divided into.
The method according to claim 1, wherein the HSG driving mode is a hybrid starter generator control method, characterized in that the output limit is made after the torque limit for the HSG.
A controller on which the hybrid starter generator control method according to any one of claims 1 to 10 is performed;
a hybrid starter & generator (HSG) connected to the engine and controlled by the controller to limit torque-output;
Environmental vehicle, characterized in that it is included.
The method according to claim 11, wherein the controller comprises an electrical regenerative torque map in which a maximum torque smaller than the specified maximum torque of the HSG is mapped to an HSG mapping electrical maximum torque and a late regenerative torque map mapped to an HSG mapping later maximum torque. environmental vehicle.
The environmental vehicle according to claim 12, wherein each of the maximum torque before the HSG mapping and the maximum torque after the HSG mapping is matched with a torque-speed diagram of the HSG.
The method according to claim 13, wherein the HSG mapping electric maximum torque is applied to charging for 1 second of the battery at the time of engine idling, and the HSG mapping later maximum torque is applied to charging the battery from 1 second to 5 seconds after 1 second. environmental vehicle.
The method according to claim 11, wherein the controller is an MCU (Motor Control Unit) that controls a driving motor connected and separated from the engine and the clutch, and the MCU is linked to a HCU (Hybrid Control Unit) that controls the power generation load of the HSG Environmental vehicle, characterized in that.

Images